Choke valve controls for multicylindered internal combustion engines



C. E. PATTON Feb. 25, 1936.

CHOKE VALVE CONTROLS FOR MULTICYLINDERED INTERNAL COMBUSTION ENGINES Filed June 7, 1933 //7/ /7/0/" (760/7 Edna/'4 a/70x7 MAI/hwy Patented Feb. 25, 1936 UNITED STATES CHOKE VALVE CONTROLS FOR MULTI- CYLINDERED INTERNAL COMBUSTION ENGINES Cleon Edward Patton, Portland, 0reg., assignor of one-half to William Carlson, Portland, Oreg.

Application June 7, 1933, Serial No. 674,644

2 Claims.

My invention relates to improvements in internal combustion engines. The invention in one form comprises an attachment adapted to work in conjunction with the exhaust manifold of a multi-cylindered internal combustion engine, and to also work in conjunction with the carburetor of the said internal combustion engine.

The device in another form maybe regulated through the use of a fluid holder having a flexible diaphragm disposed therein, or it may be regulated by the viscosity of a fluid oil and be regulated and manipulated through a suitable lever control mechanism. The resultant action of the diaphragm or the control regulator may be directly applied to a carburetor valve of the internal combustion engine.

In multi-cylindered internal combustion engines, those cylinders farthest removed from the carburetor are the last to receive the carburetted mixture and in the starting of the engine, while cold, or inthe starting of the engine in unprimed operating condition, or in the starting of the engine with a poor or lean fuel, my invention regulates the proper choke condition of the engine until the cylinders farthest removed from the carburetor receives a satisfactory fuel charge.

In the present practice in internal combustion engines it is customary to choke the motor in the initial stages of starting and in the initial stages of operation of the engine at each cycle of starting the engine. This left the amount of choking entirely in the hands of the operator of the engine with the resultant unsatisfactory conditions that occur in this type of control.

Through the use of my new and improved control the time of choked carburetion and the intensity of the choke carburetion is done entirely automatically and the same is regulated entirely by the elapsed time or pressure developed within the cylinder farthest removed from the carburetor.

The primary object of my invention consists in providing an attachment for multi-cylindered internal combustion engines that will increase the operating efficiency of the engine in the initial starting of the engine.

A still further object of my invention consists in providing means that will enable the starting of the motor with leaner fuels and yet produce a satisfactory operation of the engine.

A still further object of my invention consists in providing an attachment for multi-cylindered internal combustion engines that will successfully prevent the undue diluting of the oil in the crank case. My device prevents an overfiooding of the cylinders of the engine in the initial starting of the engine.

A still further object of my invention consists in providing automatic means for regulating and controlling the choking of the engine at the time of starting of the engine.

And a still further object of my invention consists in providing automatic means for regulating the choking of the engine carburetor in direct proportion to the requirements for choking developed by the operation of the engine itself.

With these and incidental objects in view the invention consists in certain novel features of construction and combustion of parts, the essential elements of which are set forth in the appended claims, and a preferred form of embodiment of which is hereinafter shown with reference to the drawing which accompanies and forms a part of this specification.

In the drawing. a

Fig. l is a side view in elevation of an internal combustion engine, illustrating one of mynew and improved devices shown attached to the carburetor and. to the starter control of the engine. In this modification automatic control of the choke valve is regulated by the time required for a fluid to pass through an orifice of predetermined size. The viscosity of the fluid is regulated by the heat of the engine.

Fig. 2 is a sectional side view in elevation of the cylinder of the regulator and. the piston disposed therein and the bell crank connection to which the starter switch plunger is directly attached and from which the link connection directly leads to the carburetor choke valve.

Fig. 3 is a side view of a slightly different hookup for automatically controlling the time and intensity of the choke. In this view the diaphragm and piping connections are shown directly attached to the foot starter control of the engine.

Fig. 4 is a sectional side view of the diaphragm.

Fig. 5 is a sectional side view of a modified form of restricting and regulating the opening through which the fluid is to be pumped.

Like reference characters refer tolike parts throughout the several views.

I have herewith shown my new and improved device as being used upon and in conjunction with a multi-cylindered internal combustion engine using the customary fuels. The motor block is illustrated at I. The intake manifold is illustrated at 2 and the exhaust manifold at 3. The carburetor 4 is shown as being connected directly and centrally of the intake manifold 2. The exhaust pipe 5 conducts theexhausted fuel from the exhaust manifold to the point of release of the used fuel charge. The starting button is illustrated at 6 In this form of hook-up I use a fluid holder 1. The fluid holder 1 is shown as having a closed bottom 8. A flexible diaphragm 9 is removably secured to the open end of the fluid holder and the same is secured to the top flange ll] of the fluid holder by the placing of a band I! therearound and by the compressing of the outer edge of the diaphragm between the band II and the flange [0 by any suitable fastening means as through the use of screws I2.

An arm 13 upwardly extends from the fluid holder and a bell crank M is rockably secured to the arm and is supported upon a journal pin l5 that outwardly extends from the arm l3. A stem !5 is secured centrally of the diaphragm and extends from either side of the diaphragm. One end i! of the bell crank is directly secured to the stem l6 and the inner end of the starter button 6 is directly secured to the arm [8 of the bell crank through the use of any suitable connecting pin that passes through a hole l9 disposed inthe arm l8 of the bell crank. The remaining arm 20 of the bell crank is directly secured to the carburetor by any suitable connecting link 2|.

' A throttle valve 22 extends longitudinally of the stem 16 and a regulating knob 23 terminates the outer end of the valve stem 22. The valve stem 22 is threadably secured to the stem I6 as illustrated at 24 and the valve end 25 of the Valve stem 22 is moved toward and away from the seat 25 in the regulating of the same by the turning of the knob 23.

A disc 21 rests upon a shoulder 28 of the stem [6 and a leather valve 29 rests upon the disc 21 and engages the inner cylinder wall 35 of the fluid holder. A flange 3| rests upon the leather and is threadably secured to the outside of the stem I 6 and locked in place by locknut SEA to maintain the proper working relationship and.

pressure upon the leather.

The fluid holder is normally filled, or is substantially filled, with the controlling fluid and when the starter button 5 is pressed the piston assembly is raised within the fluid holder to thereby permit the free flowing of the fluid past the leather, into the base 32 of the fluid holder, and in doing so the link 2| connecting the bell crank M with the carburetor places the carburetor in a choking condition. y

The assembly secured-to the stem I6 is made relatively heavy and through the action of gravity the same returns to its full lowered position and with the inner end 33 of the stem resting directly upon a boss 34 that upwardly extends from the base 8, when the assembly is in full normal lowered position. The rate of return of the piston assembly within the cylinder is determined by the flowing oi the fluid through the ports 35 disposed within the stem and past the valve stem and through the ported outlet 36 disposed within the base of the stem. The ported outlet 36 is adapted for regulation by the adjustment of the valve stem relative to the valve seat 26 to thereby predetermine the rate of return and the release of the choke.

A collar 31 shown in dotted position may be placed about the exhaust pipe 5 and a thermal connection 38 be disposed between the collar 31 and the fluid holder. The thermal connection. is secured to a band 39 shown in dotted position, that is disposed about the outside of the fluid holder and permitsa free circulation about the fluid holder and also heats the fluid, as oil, disposed within the fluid holder and affects the viscosity of the oil disposed within the fluid holder.

In the device illustrated in Figs. 1 and 2, the viscosity of the operating fluid may be regulated by the heating of the fluid from the exhaust pipe.

In Fig. 3 I have illustrated a pair of diaphragm holders at 5| and 52. The stem of the diaphragm 5| is directly secured to the lever 54 of the carburetor 53 and is actuated against a spring tension 55. The stem of the diaphragm 52 is directly secured to the stem 56 of the starter button 5! and the controlling fluid is forced from one diaphragm holder to the other through the pressing down of the starting stem from the diaphragm 52 directly into the diaphragm 5i and the same passes through a valve 58 as illustrated in sectional detail in Fig. 5. The fluid is permitted to flow freely through the valve 58 and past a butterfly valve 59 disposed within the valve 58. The rate of flow of the operating fluid is gradually forced through the action of the spring 55 from the diaphragm 52. The rate of return of the fluid through the valve 58 is settably determinable by the regulating screw 60 that positions the butterfly valve 59 relative to its seat 6|.

While the form of mechanism herein shown and described is admirably adapted to fulfill the objects primarily stated, it is to be understood that it is'not intended to confine the invention to the embodiment herein shown and described, as it is susceptible of embodiment in various forms, all coming within the scope of the claims which follow.

What I claim is:

1. In a device of the class described, the combination with a multi-cylinder combustion engine, a carburetor and a self-starter; of a choke controlling governor comprising a cylindrical container having one end open, a flexible diaphragm fixedly secured to the open end of the container, a hollow stem fixedly secured to the flexible diaphragm, said stem having one end connected with the self-starter button and the carburetor choke valve and having a port inthe other end and other ports spaced from the end, a needle valve threadably secured within the stem and adapted to restrict the opening in the end port, and a fabric washer fixedly secured about the stem and between the end port and the ports spaced from the end, said washer being adapted to frictionally engage the inner wall or the cylindrical container.

2. In a device of the class described, in combination with an internal combustion engine having a carburetor and a self starter, a timing control operatively connected with the carburetor choke valve and adapted to function at the'starting of the engine and for a governed period of time thereafter said timing control comprising a cylindrical container having an open end, a flexible diaphragm fixedly secured to the open end of the container, a hollow stem fixedly secured to the diaphragm centrally thereof and extending through the diaphragm, a fabric washer fixedly secured to the stem adjacent the end disposed within the container, said washer being adapted to maintain a substantially fluid-tight relationship with the inner wall of the cylinder,

said stem having a port disposed through the inner end and other ports disposed through the wall of the stem and on the opposite side of the,

CLEON EDWARD PATTON. 

